Aryan95614/aerograph-asrs huggingface dataset:
Aircraft: PA28
Phase of flight: Initial Climb
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter CFTT / CFIT

Aircraft X was a pilot in training and doing multiple practice approaches to a few of our airports in our airspace. At the time of the incident; he was doing a missed approach off of the DMN airport. On the departure; I had him ident and radar identified him and gave him a turn towards EWM that was a fix down the road on is flight plan. His initial filing was to go missed at DMN; then back to the DMN VOR and join V94 to EWM. Without giving it much thought; I just gave him EWM in a climb to 090. Well; the MIA in that area is 095. I tried to climb him; but realized his rate of climb wasn't going to cut it and then I turned him north to get him out of that area sooner. I should've been more aware of the airspace MIA before turning him early off of his flight plan. I will be more aware in the future of the MIA on an aircraft doing a missed approach. I don't believe I have any other recommendations. ZAB ARTCC Controller reported issuing an altitude below the Minimum IFR Altitude to an aircraft; realizing the mistake later reporter turned aircraft before entering the higher MIA.
Aircraft: COMMERCIAL FIXED WING
Phase of flight: Taxi
Anomaly: Conflict Ground Conflict; Critical; Ground Event / Encounter Other / Unknown

Pulling into [the] gate; I noticed a tug driving perpendicular on a collision course; not stopping. I told the Captain to stop and the tug proceeded to cut us off; veering right towards the gate in front of our intended path. The tug driver had no intention of stopping for the aircraft; even after he finally noticed the aircraft.Inform ramp crew of hazards associated with driving dangerously around the airport. [Report narrative contained no additional information.] Air carrier First Officer reported telling the Captain to stop when a tug drove in front of them as they taxied into the gate at SFO.
Aircraft: B737
Phase of flight: Parked
Anomaly: Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy

We pulled into the gate in a normal fashion. I set the parking brake and in the time it took me to turn off the engine; anti-ice and the ignition; the Marshaler gave the all clear sign; chocks in and walked away prior to me shutting off the engines. I had barely had my hand on the start lever by the time this all happened. The ramp was wet and had compacted snow. By giving the all clear prior to shut down the Marshaler was putting the other Ground Crew at risk of injury; especially with the slippery ramp. The Ramp needs to slow down; await our cut signal before performing their duties. The Marshaling Agent was not following Company procedures and policies designed to keep them safe and exposed them to unnecessary risk by not awaiting my signal that it was clear. The Ramp needs to stop rushing and slow down and follow established procedures before someone is seriously injured or killed. A B737 Captain reported that the Ground Crew gave all clear and chocks in before they even had engines shut down or gave cut signal.
Aircraft: COMMERCIAL FIXED WING
Phase of flight: Takeoff / Launch
Anomaly: Inflight Event / Encounter Bird / Animal

On rotation noticed that the departure end on runway was covered with enough birds to cover 100 feet of the runway all the way across and off the sides. We were past V1 and before the call for Landing Gear Up; we applied Emergency Trust to try and out climb the flock; but hit at approximately 30 birds. We smelled the birds through the bleed air system and elected to return to ZZZ. There were no abnormal engine or system indications. We ran the appropriate checklists and safety returned to the gate we departed from. Upon inspection of the aircraft discovered multiple strikes in the engines and leading edges as well as the landing gear.Tower could have a procedure where they scan the runway with binoculars before clearing an aircraft for takeoff. If the birds were bigger; we could have lost both engines on takeoff and the result would be much more severe. As it was there was damage to both engines. There is no way to see the departure end of the runway from the flight deck on Runway XX at ZZZ from the flight deck. On rotation on Runway X noticed that the departure end on Runway X was covered with enough birds to cover 100 feet of the runway all the way across and off the sides. We past V1 and before the call for Landing Gear Up; we applied Emergency Thrust to try and out climb the flock; but hit approximately 30 birds. We smelled the birds through the bleed air system and elected to return to ZZZ on Runway Y Right. There were no abnormal engine or system indications. We ran the appropriate checklists and safely returned to the gate we departed from. Upon inspection of the aircraft discovered multiple strikes in the engines and leading edges as well as the landing gear.Tower could have a procedure were they scan the runway with binoculars before clearing an aircraft for takeoff. If the birds; which were verified as Starlings by ZZZ Airfield Operations; were bigger we could have lost both engines on takeoff and the result would be much more severe. As it was there was damage to both engines. There is no way to see the departure end of the runway from the flight deck on Runway X at ZZZ from the flight deck because of the crest in the Runway. Air carrier Captain reported hitting a flock of birds during takeoff resulting in a return to land.
Aircraft: BEECHJET 400
Phase of flight: Initial Climb
Anomaly: Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy

This event occurred on initial climb off of Runway 24 at TEB. On departure the crew inadvertently overshot the initial altitude by a small amount and quickly corrected back to the appropriate altitude. The departure procedure was continued and the crew was not queried by ATC. During the climb on the RUUDY4 departure from Runway 24 in TEB we inadvertently exceeded the initial altitude in the level off. We overshot and recovered to 1;500 FT very quickly. We continued the flight normally and assumed that our altitude was in limits. We were not made aware of any error until we were advised today by our Director of Safety. BE400 First Officer reports slightly overshooting the initial level off altitude on departure from Runway 24 at TEB.
Aircraft: B737
Phase of flight: Taxi
Anomaly: Aircraft Equipment Problem Less Severe

After landing and clearing [the] runway; we momentarily stopped awaiting ATC instructions for taxi to the gate. When ready to proceed; throttles were advanced but both engines were unresponsive. Both engines were stuck at 20.2% N1; idle. Throttles were moved several times both together and individually with no engine response. Both reverser and both engine control lights on the aft overhead engine panel were illuminated. Both EECS were manually selected to ALTN and when throttles were again moved; the engines responded. Total time from stopping the aircraft to regaining engine control was probably less than 60 seconds. The manual selection on ALTN and the regaining of throttle response may have been purely coincidental as it was discovered later by maintenance that that there were 6 thrust reverser 'stow' faults. It appears that the cause was a bad Engine Accessory Unit (EAU). B737 Captain reported that after landing both engines were unresponsive to throttle input.
Aircraft: COMMERCIAL FIXED WING
Phase of flight: Climb
Anomaly: Flight Deck / Cabin / Aircraft Event Illness / Injury; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor

I was the PF (Pilot Flying); the First Officer was the PM (Pilot Monitoring). During climbout we noticed fumes that would not dissipate. We contacted the flight attendants and asked them if they smelled anything. They said there was an exhaust smell throughout the entire cabin and that they and a passenger were experiencing adverse symptoms. We transferred control and I ran the Smoke; Fire or Fumes in Passenger Cabin or Flight Deck checklist. Through the checklist we decided to divert back to our origination airport. I found the Air Quality Event checklist and referenced that. We advised ATC and requested ARFF to meet the aircraft. We had an uneventful overweight landing. We had a large margin in our landing data. All passengers were offered medical assistance. To my knowledge all declined. Our three flight attendants asked to be medically evaluated due to varying degrees of dizziness; burning eyes; burning throats; light headedness; etc. Two flight attendants were given oxygen. All flight attendants declined transport to the hospital. We debriefed over the event. The Smoke; Fire or Fumes in Passenger Cabin or Flight Deck checklist was ran. In the moment there was confusion about a part of the checklist regarding turning on all lights in the cabin. It was daylight and since we did not know the origin of the smell we elected not to have all lights turned on. The reasoning was not clear at the time why the checklist was directing that action. We were within minutes of landing so we elected to take the safest course of action to continue with the checklist. We believed the smell to be dissipating after completing the checklist items. During the debrief the flight attendants thought the smell was intensifying with the aircraft below 10;000. Inflight; the flight attendants had said the smell was consistent.The cause was unknown; even after a ground-run of the aircraft. Recommendations would be for a small note to be added for the reasoning of turning on the cabin lights. I can only speculate about the reasoning at this point. Another strong recommendation would be for checklists like the 'Air Quality Event' and security 'Threat Levels' to be in more accessible 'books' than the FOM. They share a lot of similarities. They are run and used like checklists; they are both difficult to find and both have time critical information in them. Events like smoke and fumes have a lot of moving parts to juggle and it would be safer if information found in the checklists were more intuitive to find instead of being part of the treasure hunt that are our manuals. Air carrier Captain reported a fumes event resulting in a return to the departure airport.
Aircraft: SMALL AIRCRAFT
Phase of flight: Landing
Anomaly: Conflict Ground Conflict; Critical; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Incursion Runway

While doing a training flight at night a maintenance vehicle entered the runway while aircraft were actively doing touch and goes and stop and goes. After landing with my student the vehicle announced that he was taking the runway while we were still stopped on the runway itself. I notified over the radio that I was stopped on the runway and the vehicle continued. Then another student from the same flight school was forced to do a go around because the vehicle entered the runway while he was on final. An attempt to contact the airport manager was made but they did not try to reach out. This could have ended very differently but the maintenance vehicle made a very unsafe situation. A Flight Instructor reported a vehicle entered the active runway at a non towered airport without communicating while their aircraft was stopped on the runway. Another aircraft had to go around due to the vehicle on the runway.
Aircraft: B737
Phase of flight: Initial Climb
Anomaly: Conflict Airborne Conflict

After takeoff from ZZZ noticed a drone hovering at about 1;200 feet and about one half mile left of the departure path. The drone was not a factor for the aircraft. I informed the Tower of the drone. B737-800 pilot reported a UAV in the vicinity of the airport during takeoff.
Aircraft: LEARJET 35
Phase of flight: Cruise
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Other / Unknown

While flying from MAXXO transition point after the departure from SDL; we were tracking towards TXO using our FMS. All of the sudden; we noticed that our position was uncertain and that we had no GPS signal. At the same time; we heard other aircraft reporting GPS jamming in the area so we reported experiencing the effects of GPS jamming as well. The ATC thanked us for the report and told us that we showed tracking correctly to the NAVAID. Soon after; we requested a deviation up to 10 degrees to the left to avoid a build up ahead of us. We were deviating for a while and were asked to go direct to TXO. We pressed direct in our FMS which showed a 079 track to TXO. Then we changed controllers. After about 10 minutes the new controller asked us where we were going. He said that we should be tracking 065 to TXO. By then we were quite close to the NAVAID. We repeated that we have FMS issues due to the GPS jamming and he gave us a heading of 095 and told us to proceed direct to our destination when able. We flew the 095 heading for about 15 minutes and once we regained GPS signal we proceeded on course. Learjet Captain reported experiencing GPS jamming.
Aircraft: SKYLANE 182/RG TURBO SKYLANE/RG
Phase of flight: Landing
Anomaly: Ground Event / Encounter Ground Strike - Aircraft; Ground Event / Encounter Loss Of Aircraft Control; Inflight Event / Encounter Weather / Turbulence

Departed ZZZ at approx XA30 PST for ZZZ1. Weather briefing METAR on departure was calm winds but TAF had predicted crosswinds up to 20 kts. by XG00. ATIS on arrival to terminal area said wind 200/09 but some low level wind shear reported. ZZZ1 was landing XXR /XXL; so this was setup to be a quartering tailwind landing. I was setup to land with 10 flaps and on short final was doing about 90 kts. On 1 mile short final; wind check with tower was 190/10. Over the numbers I deployed full flaps and touched down at around 70 kts. I was honestly pleased with the setup and felt fully stabilized to make the landing safely and expected to use a lot of the 5500 ft. Runway to slow down. We touched down at the markers and started the ground roll without any problems. With 3 wheels down; flaps ft. will deployed; prop idle; I felt a gust from the left rear which I believed was 'weather vaning' the plane to the left and so I put in right rudder and had the controls down and away (full forward and turning to the right). I had not applied any brakes yet.The plane briefly tipped up so that the left main was no longer in contact with the Runway and the plane was rolling on the nose and right main only. I was concerned/scared that the plane was going to tip over. At this point the prop made contact with the Runway surface briefly. I estimate that we were doing between 40-50 kts. The plane righted itself on the centerline and we were able to taxi off at Taxiway1 and go to FBO without further incidentThoughts/reflections: Should I have deployed full flaps or just landed with 10 flaps? Should I have asked the tower for return to the pattern and land Runway XY (better with wind direction). I do not think a 'go round' was feasible as I was already on the ground and decelerating when the plane tipped to the right. Application of power would probably not been beneficial at this point. Future action: get additional training in cross wind landing; personal note to bug wind direction on HSI / PFD on final; and reset personal minimums for crosswind components. Cessna 182 pilot reported encountering a wind gust from his left rear that lifted the aircraft enough to cause the propeller to strike the runway.
Aircraft: SMALL AIRCRAFT
Phase of flight: Cruise
Anomaly: Inflight Event / Encounter Other / Unknown

During cruise flight; I noticed a bright green light; like a laser; low and off my left side that really grabbed my attention. I glanced down to see it coming from just in front of a house and then it ceased within a second or two. While staring at the area to try to determine if someone was really standing in the yard shooting me with a laser; I noticed another laser hit me from a different house nearby in the same subdivision. After about two seconds of the laser; it ceased and was followed by another laser within two seconds. This time it was red instead of green and short lived in duration.After seeing the second set of lasers coming from in front of a house and being red and green; I immediately thought of what it could be. Rather than a person with a laser pointer; I have seen several houses lit up with a holiday decoration that projects red and green laser beams on the house. If pointed incorrectly some of the lasers in the array could project over the house and into a cockpit.While the effects of the lasers were not noticeably damaging to my eyesight; they were certainly a great distraction in the cockpit. These could be a danger to flight if a pilot were to be in a critical phase of flight; such as a gusty crosswind approach and were hit with several beams from a nearby house to the airport. These could also cause alarm for a pilot operating near or in the Washington DC SFRA as these look like the laser warning system employed there. As I am a fan of freedom and do not believe the devices should be banned for homeowners; there should be a strong public campaign to educate owners and potential buyers of these laser decoration products about the dangers that they can pose to not just aircraft; but to pedestrians and automobile drivers if these devices are misused or misaimed. Pilot reported of multiple laser lights of red and green color entering the cockpit while in flight. Pilot determined that they were holiday decorations that illuminate houses with possibly a misdirected light not hitting the house. Pilot would like the general public educated that these types of lights might pose a danger to aircraft; pedestrians; and automobiles.
Aircraft: LIGHT TRANSPORT; LOW WING; 2 TURBOJET ENG
Phase of flight: Taxi
Anomaly: ATC Issue All Types; Conflict Ground Conflict; Critical; Ground Event / Encounter Other / Unknown

After Landing on Runway 12R Ground control cleared [Aircraft X] to taxi to FBO via inner ramp Delta hold short of runway 12R at Delta. Next clearance was to taxi to FBO via Delta; cleared to cross runway 12R and runway 12L. After passing runway 12L boundary line a ground vehicle (pick Up Truck) rushed in front of our path. Brakes were rapidly applied to stop aircraft by captain. Ground control informed flight crew that ground vehicle was instructed to give way to Aircraft. Taxi was then continued with no further incident. An Air Taxi Captain; while taxiing to the FBO after landing; had a ground vehicle rush in front of him on the taxiway. He applied brakes rapidly and was told by Ground Control that the ground vehicle had been told to give way to him.
Aircraft: B737
Phase of flight: Cruise
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown

The Captain requested from our lead flight attendant that we eat our meals after take-off. She informed us that she wasn't in charge of the galley; but would check. We heard back that they would 'need to make some room in the oven' as they were already full with the first class meals. She made mention that she may need to cook them in the back; but since we were boarding she couldn't cook them on the ground. The Captain stated that it was fine; because we didn't want our meals until after we took off. One hour after departure; I called back to query the status of the meals; as I was the non-flying pilot. I spoke with [a flight attendant] who said that the meals had been cooked and she was waiting on a blocker. I called again [20 minutes later] and [the flight attendant] answered the interphone. I told him we had been waiting for our meals for an hour and a half. He stated that [they] didn't have a blocker; as they were finishing cart service in the back and were coordinating to open the door in a few minutes. After parking at the gate I was waiting for the Captain on the jet bridge. [Two flight attendants] questioned him about the crew meals. [One] said that they weren't allowed to interrupt the passenger service to bring us our crew meals. [Flight attendant] then stated that I was 'rude' and 'demanding'. I could hear the entire conversation from the jet bridge. The Captain stated that we coordinated on the ground for the meals after take-off and they should have been brought to us sooner. Being forced to wait for meals is a safety issue and we shouldn't need to call back multiple times to question the status to take us away from our flying duties. Furthermore; I think it was unprofessional for [the flight attendants] to question the Captain about his request for the meals early and complain about the First Officer while the passengers were deplaning. It causes me concern and makes me question [whether] direction by the cockpit could have been followed in an emergency. B737 First Officer reported difficulty getting the flight attendants to bring up crew meals in a timely fashion.
Aircraft: MEDIUM TRANSPORT; LOW WING; 2 TURBOJET ENG
Phase of flight: Initial Approach
Anomaly: Inflight Event / Encounter Other / Unknown

When cleared for the visual approach to [Runway] 4R in EWR at 3;000 FT on the way to intercept final; multiple targets started to paint on our TCAS between our 9 to 12 o'clock 500 FT to 1;000 FT below our altitude. Since the Captain was flying and I was monitoring I started to look for those aircraft (usually low altitude helicopters). At first I spotted a drone; small in size dark gray and very shiny flying south southwest opposite to our direction of flight; and it coincided with the direction and altitude of one of the targets on the TCAS. Shortly after I spotted two more of these drones around the same altitude flying also south southwest and they were no factor but I still pointed them out to the Captain. I felt the need to report it to Tower; like I would if I saw a flock of birds; so the aircraft approaching behind [could] exercise caution while during their approach. Once upon landing I was given a phone number to explain the shift ATC supervisor what I saw. The question was raised by several people about why a device like a drone would paint on the TCAS as they would also have to have a transponder. I fully understand the operation and capabilities of the TCAS-transponder relationship; so my only conclusion is that those drones had an operating transponder onboard. After landing during the debrief with my Captain; he says he only saw a 'balloon' and he would leave the phone call to ATC to me. The aircraft was never compromised; we didn't have to take evasive action and there was never an undesired aircraft state. An air carrier First Officer on approach to EWR Runway 4R at 3;000 FT reported what appeared to be drones 500 FT to 1;000 FT below his aircraft's altitude at locations which coincided with TCAS targets.